Electrogasolene-vehicle.



PATENTED APR. 4, 1905.

L. G. NILSON.

BLEGTROGA'SOLBNE VEHICLE.

APPLICATION FILED MAY 15, 19 02.

2 SHEETSSHEET 1.

IN VENTOH W/TNESSE S" A TTOPIV E Y8.

' No. 786,376. PATENTED APR. 4, 1905.

L. G. NILSON.

ELEGTROGASOLENE VEHICLE.

APPLICATION FILED MAY 15, 1902.

' 2 SHEETSBHEET 2.

wmv ssfst lNVEN [0H 7L Mn ATTORNEYS.

UNITED STATES Patented April 4, 19053.

PATENT OFFICE.

LARS Gr. NILSON, OF NEIN YORK, N. Y., ASSIGNOR, BY MESNE ASSIGN- MENTS,TO FISCHER MOTOR VEHICLE COMPANY, A CORPORATION OF NEIV JERSEY.

ELECTROGASOLENE-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 786,376, dated April 4,1905.

Application filed May 15, 1902- Serial No. 107,391.

To 0Z7, 1117mm it may concern:

Be it known that I, LARS G. NTLSON, a citizen of the United States, anda resident of the city of New York, borough of Manhattan, in the countyand State of New York, have invented a new and Improved Electrogasolene-Vehicle, of which the following is a full, clear, and exact description.

This invention relates to motor-vehicles, and has especial reference tosuch vehicles as are driven by electricity.

The objects of the invention are to provide improved controlling andoperating mechanism and in vehicles of the type which employ an enginedriving a dynamo a motor or motors and a storage battery so arranged asto permit the dynamo to supply both the motor and the storage batteryand to permit the battery to supply the motor as an auxiliary to thedynamo, to provide means whereby the charging of the batteries and theoutput of current from the dynamo may be automatically regulatedaccording to the demand for current, and means whereby the motors may bereadily controlled to operate as motors, as braking means, or asbattery-charging means. I prefer to provide a main and an auxiliarycontroller, the main controller regulating the ordinary running speedsof the motor and an auxiliary controller regulating the operation of themotor, as a braking, or as a charging means, and to prevent accidentsprovide means whereby the auxiliary controller will be inoperativeexcept when the main controller is in certain positions.

The invention also includes other features of advantage, which will morefully appear hereinafter.

Referring to the accompanying drawings, Figure 1 is a side elevationshowing my invention applied to a two-seated vehicle. Fig. 2 is adiagrammatic view of the circuits.

A indicates an engine, preferably internalcombustion or explosive type;B, a dynamo coupled thereto; C, an accumulator or storage battery, whichis made of sufficient size to drive the vehicle for a short time withoutthe assistance of the dynamo, but which normally assists the latter whenthe load is heavy.

D and E are the motors, one being connected to each rear wheel. Ifpreferred, the motor or motors may be connected to one axle to driveboth wheels.

F is the main controller for controlling the speed of the vehicle madeunder ordinary conditions, and Cr is the auxiliary controller forcausing the motors to act as brakes or to charge the batteries. The maincontroller F and auxiliary controller G may be of anysuitable type forexample, of the general construction illustrated in my Patent No. 7 11,021, dated November 18, 1902, modified to meet individual conditions.

The motors l) and ID are suitably connected with the controllers I andCr in such a manner as to enable the vehicle to be controlled under thevarious conditions of service, and this system of control and apparatusis not claimed herein, but is made the subject of a divisionalapplication filed June 10, 1904-, Serial No. 211,945.

20 is a switch for disconnecting the circuit 21 22, leading to theaccumulator C. A switch 23 is employed for disconnecting the controllerand motor circuits 2 1 25, and 26 is a mainline switch for the dynamo B,which leads through a rheostat 27, connected in series with the armatureof the dynamo. It will be noticed that by closing the switches 20 and 23and opening the switch 26 the vehicle can be run as a simple electricvehicle or by closing the switches 2e and 26 and opening the switch 20while the engine A. is in operation the mo,

tors D and E can be run directly by the cur rent produced by the dynamoB. I have found, however, that by having the battery,

dynamo, and controllers all in multiple a better result is obtained andgives a greater flexibility to the entire system. I have also found thatin order to economize with the weight as much as possible the proportionof the ditlerent parts will be such that the full output of the currentfrom the dynamo would be injurious to the battery. Therefore I haveprevided an automatic regulator for the engine A, which acts on thefuel-supply and the igi niting mechanism of the source of energy of lthe engine to control the speed of the engine, and so control the amountof current from the dynamo according to the demands of the motors D andE.

Referring particularly to Fig. 2, it will be noted that the main wire28, which furnishes the supply of current to the controller F and thenceto the motors D and E, runs through i a solenoid 29, in which the core30 operates. This solenoid is also connected with the main Wire 24. Thecore 30 is connected to a lever 31, extended from a disk 32, on whichthe contact-springs of the igniting apparatus are arranged. This diskhas a rod or other connection 33 with the throttle-lever 34:. Normally aspring 35, connected at one end to the engine and at the other end tothe lever 31, keeps the contact-disk and throttle in a position wherethe engine and dynamo are producing a comparatively small amount ofcurrent, predetermined according to the size of the battery; but whenthe current is thrown into the motors D and E by means of the controllerthe action of the current will draw the core 30 downward, consequentlyrocking the disk 32, which will open the throttle, thereby increasingthe speed of the engine and the output of the dynamo to the amount ofcurrentneeded. The solenoids 29 may of course, if desired, be Wound witha line wire of high enough resistance to stand the full voltage used, inwhich case connection should be made to points 2 and 9 of the maincontroller F.

With the arrangement above described whenever the motors are cut out ofcircuit the speed of the engine and consequent output of the currentfrom the dynamo will be reduced, and immediately upon cutting in themotors the dynamo output is increased according to the demands of themotors.

It is to be understood that the general arrangement or distribution ofthe several parts may be changed to suit different conditions. In thepresent instance I have shown the combustion-engine as located at theforward portion of the vehicle, the dynamo underneath the middle seat,and the accumulator under the rear seat. This arrangement answers verywell for a light-weight carriage; but for delivery-wagons or the like itmight be practical to arrange the devices very differently.

Having thus described my invention, I declare that what I claim as new,and desire to secure by Letters Patent, is-

1. The combination of a storage battery, a motor and adynamo connectedin multiple, an engine driving the dynamo, and means, responsive tovariations of current in the motorcircuit, for controlling the output ofcurrent from the dynamo, substantially as described.

2. The combination of a storage battery, a motor and a dynamo connectedin multiple, an engine driving the dynamo, and means, responsive tovariations of current in the motorcircuit, for controlling the speed ofthe engine, substantially as described.

3. The combination of a storage battery, a dynamo connected therewith, amotor, and means whereby when the motor is connected with the dynamo theoutput of the latter is increased, substantially as described.

4. The combination of a storage battery, a dynamo connected therewith, amotor, and means whereby when the motor is connected with the dynamo theoutput ol the latter is increased and when the motor is cut out 01circuit the output of the dynamo is reduced, substantially as described.

5. The combination of a storage battery, a dynamo of larger capacitythan the storage battery and connected therewith, means for normallyoperating said dynamo at a speed which generates current below the safecapacity ofthe storage battery, a motor, and means whereby when themotor is connected with the dynamo the speed of the latter isincreased,substantially as described.

6. The combination of a storage battery, a dynamo of larger capacitythan the storage battery and connected therewith, means for normallyoperating said dynamo at a speed which generates current below the safecapacity of the storage battery, a motor, and means whereby when themotor is connected with the dynamo the speed of the latter is increased,and regulated according to the demands of the motor,substantially asdescribed.

7. The combination of a storage battery, a motor and a dynamo connectedin multiple, an engine driving the dynamo, means, responsive tovariations of current in the motorcircuit, for controlling the speed ofthe engine, and means whereby when said motor is disconnected the speedof the engine is reduced, substantially as described.

8. In a vehicle, the combination with a motor, of a dynamo, and meansfor automatically controlling the output of the dynamo according to thedemand of the motor, substantially as described.

9. In a vehicle, the combination with a motor, a dynamo and means fordriving the dynamo, of means for automatically controlling thedynamo-driving means according to the demand of the motor, substantiallyas described.

10. In a vehicle, the combination with a motor, a dynamo and means fordriving the dynamo, of electric means for automatically controlling thedynamo-driving means according to the demand of the motor, substantiallyas described.

11. In combination with a vehicle, an electric motor, an accumulatorhaving connection with the motor, a dynamo for charging the accumulator,an engine for operating the dynamo and an electric device forcontrolling the engine, substantially as described.

12. In combination with a vehicle, electric motors arranged on thevehicle-axle, fieldwindings of said motors having connection with a maincontroller, field-windings for the motors connected with an auxiliarycontroller, an accumulator carried by the vehicle and in electricalconnection with the motors, a dynamo for charging the accumulator, andan engine operating the dynamo, substantially as described.

13. The combination of an explosion-engine and a dynamo driven thereby,and electromagnetic means in the circuit of the dynamo for controllingthe sparking device of the engine, substantially as described.

14:. The combination of an explosion-engine and a dynamo driven thereby,and electromagnetic means in the circuit of the dynamo for controllingthe sparking device and the throttle of the engine simultaneouslysubstantially as described.

15. The combination with a dynamo and an engine, of an electromagneticregulator in the circuit of the dynamo and controlling the engineaccording to the current in the circuit, substantially as described.

16. The combination with a dynamo and an explosion-engine, of anelectromagnetic regulater in the circuit of the dynamo and controllingthe voltage of the'dynamo through the engine, substantially asdescribed.

17. The combination with an engine having a throttle, of a dynamo, amotor connected therewith, and a solenoid in the circuit of said dynamoand actuated by variations in the cur.- rent, for controlling thethrottle of said engine, substantially as described.

18. The combination with an engine, a dynamo, a storage battery and amotor connected in multiple, of means for automatically varying theoutput of the dynamo according to its load, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

LABS G. NILSON.

Witnesses:

JNo. M. BITTER, C. R. FERGUSON.

